U.S. Department of Transportation 

Page 1

Paul M. Slupski

256 Franklin Ave. Apt. 1A

Maplewood, NJ 0704

July 30, 15

U.S. Department of Transportation 

Docket Management System 1200 

New Jersey Ave., SE Washington DC 20590

Exemption Request Pursuant to Section 333 of the FAA Reform Act and Part 11 of the Federal 

Aviation Regulations from: 14 CFR 21 subpart H; 14 CFR 45.23(b); 14 CFR 61.113(a); 14 CFR 

91.7(a); 14 CFR 91.9(b)(2); 14 CFR 91.103;14 CFR 91.109; 14 CFR 91.119(c); 14 CFR 91.121; 14 

CFR 91.151(a); 14 CFR 91.203 (a) and (b); 14 CFR 91.405 (a); 14 CFR 91.407 (a) (1) 14 CFR 91.409 

(a)(1) and (2); 14 CFR 91.417(a) and (b) Concerning commercial operation of DJI Phantom 2 

Unmanned Aircraft System

To Whom It May Concern:

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 and 14 CFR Part 11, Paul M. 

Slupski, operator of Small Unmanned aircraft Systems, hereby applies for an exemption from the listed 

Federal Aviation Regulations to allow commercial operation of an sUAS, so long as such operations are 

conducted within and under the conditions outlined herein or as my be established by the FAA as required 

by Section 333.

Commercial operation sUAS, as described herein, which are equipped with cameras and sensors, would 

operate in the following manner:

1. Aerial photography and/or video for public and/or private use including real estate, architecture, 

land surveying, engineering and other related professional activities.

2. Aerial video and/or photography for public and/or private use including television, public events,

cinematography and news gathering.

3. Aerial inspection/photography of residential/commercial structures under contract with the owners 

or local government authority. 

4. Aerial video/photography or providing live video feed to assist with search and rescue operations 

in cases of an emergency or natural disaster only when the local authorities or government has 

requested it by contract or donation. 

5. The ability to offer training to persons individually or belonging to both private and/or public 

organizations that have interests in the use and application of sUAS for the purpose of the safe 

operation of sUAS to enhance the safety of the National Airspace System (NAS) as well as for the 

protection of the persons and property.

As described fully below, the requested exemption would permit the operation of sUAS under controlled 

conditions in the NAS that would be a) limited b) controlled c) predetermined and d) will provide safety 

enhancements to the already safe operations in the industry presently using conventional aircraft. Approval 

of this exemption would thereby enhance safety and fulfill the Secretary of Transportation’s (the FAA 

Administrator’s) responsibilities to “....establish requirements for the safe operation of such aircraft 

systems in the national airspace system.”
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The name and address of the applicant is:

Attn: Paul Slupski

Ph: (513) 375-5809

Email: slupski.video@gmail.com

Address: 256 Franklin Ave. Apt. 1A Maplewood, NJ 0704

Regulations from which the exemption is requested: 

14 CFR Part 21 subpart H 

14 CFR 45.23 (b) 

14 CFR 61.113(a) 

14 CFR 91.7 (a) 

14 CFR 91.9 (b) (2) 

14 CFR 91.103 

14 CFR 91.109 

14 CFR 91.119(c) 

14 CFR 91.121 

14 CFR 91.151 (a) 

14 CFR 91.203 (a) & (b) 

14 CFR 91.405 (a) 

14 CFR 91.407 (a) (1) 

14 CFR 91.409 (a) (2) 

14 CFR 91.417 (a) & (b)

The sUAS’s I will be using are multi-rotor craft weighing no more than 55lbs. including payload. Under 

normal conditions they operate at speeds of no more than 35 Mph or 30 Knots and have the ability hover 

and move along a vertical and horizontal plane simultaneously. They will operate in line of sight only and 

by the exempted person only obeying all other local and federal laws.

Given the small size of the sUAS and the controlled environment provided the proposed operations will 

adhere to the Reform Act’s safety requirements. The approval of this application presents no national 

security issues. Regarding the level of safety surrounding the proposed operations and the public benefit, 

reduction in environmental impacts, including but not limited to reduced emissions and noise, the grant of 

the requested exemption is in the public interest. Accordingly the applicant requests that the FAA grant the 

requested exemption with minimum delay.

AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY

The operation limitations proposed for an equivalent or higher level of safety because operations will 

further enhance the safety of the persons and/or property using conventional aircraft. 

These limitations and conditions to which the applicant agrees to adhere to when conducting commercial 

operations under the FAA issued exemption as set forth in the Flight Operations Manual (FOM) include:

1. The sUAS will weigh less than 55 lbs. 

2. Flights will be operated within line of sight of a pilot and/or observer.

3. Maximum flight time for each operational flight will be 25 minutes. Flights will be terminated at

25% battery power reserve or 25 minutes of flight time whichever occurs first. 

4. Flights will be operated at an altitude of no more than 400 feet Above Ground Level (AGL) and 

not more than 200 feet above an elevated platform from which filming is planned. 

5. Minimum crew for each operation will consist of the sUAS Pilot and the Visual Observer (VO)

6. The sUAS pilot will be Paul Slupski ONLY not allowing any other person to operate the sUAS in 

a commercial capacity. 

7. A briefing will be performed regarding the planned sUAS operations prior to each day’s flight 

consisting of all the days’ production activities. 

8. The operator will obtain verbal/written consent of all persons involved with the planned operation 

and ensure that only consenting persons will be allowed within 100 feet of the flight operation, 

and the radius may be reduced to 30 feet based upon an equivalent level of safety determination, 

as required under the FOM. With the advanced permission or direction of the FSDO, operations at 

closer range may be approved.
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9. The PIC and VO will have been trained in operation of sUAS and receive up-to-date information 

for the particular sUAS to be operated and will be able to show upon request their competent 

ability to operate the sUAS and/or Camera. 

10. The PIC and VO will be able to communicate by voice, radio, and/or text at all times. 

11. Written and/or verbal permission and permits will be obtained from territorial, state, county or city 

jurisdictions, including law enforcement, fire or other appropriate governmental agencies when 

needed. 

12. If the sUAS loses communications or loses GPS signal, the sUAS will have the capability to return 

to a pre-determined location within a designated location and land autonomously. 

13. The sUAS will have the capability to abort a flight in case of unpredicted obstacles, weather, or 

emergencies.

14 C.F.R. Part 21, Subpart H: Airworthiness Certificates 14 C.F.R. §91.203 (a) (1)

Subpart H, entitled Airworthiness Certificates, establishes the procedural requirements for the issuance of

airworthiness certificates as required by FAR §91.203 (a) (1). Given the size and limited operating area

associated with the aircraft to be utilized by the Applicant, an exemption from Part 21 Subpart H meets the

requirements of an equivalent level of safety under Part 11 and Section 333 of the Reform Act. The Federal

Aviation Act (49 U.S.C.§44701 (f)) and Section 333 of the Reform Act both authorize the FAA to exempt 

aircraft from the requirement for an airworthiness certificate, upon consideration of the size, weight, speed, 

operational capability, and proximity to airports and populated areas of the particular sUAS. In all cases, an 

analysis of these criteria demonstrates that the sUAS operated without an airworthiness certificate, in the 

restricted environment and under the conditions proposed will be at least as safe, or safer, than a 

conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate without the 

restrictions and conditions proposed.

The sUAS to be operated hereunder is less than 55 lbs. fully loaded, carries neither a pilot nor passenger, 

carries no explosive materials or flammable liquid fuels, and operates exclusively within a secured and 

designated area. Unlike other civil aircraft, operations under this exemption will be tightly controlled and 

monitored by both the operator and under the requirements and in compliance with local public safety 

requirements. These safety enhancements provide a greater degree of safety to the public and property 

owners than conventional operations conducted with airworthiness certificates issued under 14 C.F.R. Part 

21, Subpart H. Lastly, application of these same criteria demonstrates that there is no credible threat to 

national security posed by the sUAS, due to its size, speed of operation, location of operation, lack of 

explosive materials or flammable liquid fuels, and inability to carry a substantial external load.

14 C.F.R. § 45.23 (b). Marking of the Aircraft

The regulation requires: When marks include only the Roman capital letter "N" and the registration number 

is displayed on limited, restricted or light-sport category aircraft or experimental or provisionally 

certificated aircraft, the operator must also display on that aircraft near each entrance to the cabin, cockpit, 

or pilot station, in letters not less than 2 inches nor more than 6 inches high, the words "limited," 

"restricted," "light-sport," "experimental," or "provisional," as applicable.

Even though the sUAS will have no airworthiness certificate, an exemption may be needed as the sUAS 

will have no entrance to the cabin, cockpit or pilot station on which the word “Experimental” can be 

placed. Given the size of the sUAS, two-inch lettering will be impossible. The word “Experimental” will be 

placed on the fuselage in compliance with §45.29 (f). The equivalent level of safety will be provided by 

having the sUAS marked on its fuselage as required by §45.29 (f) where the pilot, observer and others 

working with the sUAS will see the identification of the sUAS as “Experimental.”

14 C.F.R. § 61.113(a): Private Pilot Privileges and Limitations: Pilot in Command.

Pursuant to 14 CFR 61.113 (a), no person who holds a private pilot certificate may act as a pilot in 

command of an aircraft that is carrying passengers or property for compensation or hire. Our sUAS do not 

carry any pilots or passengers nor property therefore I am seeking an exemption to 14 CFR 61.113(a). 

Although helpful, a pilot’s license will not ensure remote control piloting skills. The risks attendant to the 

operation of sUAS is far less than the risk levels inherent in the commercial activities outlined in 14 CFR 

61. I feel the operation and limitations set forth in the FOM will equate to the safe operation of the sUAS.
U.S. Department of Transportation 

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14 C.F.R. §91.7(a): Civil Aircraft Airworthiness.

The regulation requires that no person may operate a civil aircraft unless it is in airworthy condition. As 

there will be no airworthiness certificate issued for the aircraft, should this exemption be granted, no FAA 

regulatory standard will exist for determining airworthiness. Given the size of the aircraft for maintenance 

and use of safety checklists prior to each flight an equivalent level of safety will be provided.

14 C.F.R. § 91.9 (b) (2): Civil Aircraft Flight Manual in the Aircraft.

Section 91.9 (b) (2) provides: No person may operate a U.S.-registered civil aircraft ... (2) For which an

Airplane or Rotorcraft Flight Manual is not required by §21.5 of this chapter, unless there is available in the 

aircraft a current approved airplane or Rotorcraft Flight Manual, approved manual material, markings, and 

placards, or any combination thereof. The sUAS, given its size and configuration has no ability or place to 

carry such a flight manual on the aircraft, not only because there is no pilot on board, but because there is 

no room or capacity to carry such an item on the aircraft. The equivalent level of safety will be maintained 

by keeping the flight manual at the ground control point where the pilot flying the sUAS will have 

immediate access to it.

14 C.F.R. § 91.103: Preflight Action.

This regulation requires each pilot in command to take certain actions before flight to insure the safety of 

flight. As FAA approved rotorcraft flight manuals will not be provided for the aircraft an exemption will 

be needed. The PIC will take all actions including reviewing weather, flight battery requirements, landing 

and takeoff distances and aircraft performance data before initiation of flight.

14 C.F.R. §91.109: Flight Instruction.

Section 91.103 provides that no person may operate a civil aircraft (except a manned free balloon) that is 

being used for flight instruction unless that aircraft has fully functioning dual controls. sUAS and remotely 

piloted aircraft, by their design do not have fully functional dual controls. Flight control is accomplished 

through the use of a control box that communicates with the aircraft via radio communications. The FAA 

has approved exemptions for flight training without fully functional dual controls for a number of aircraft 

and for flight instruction in experimental aircraft. The equivalent level of safety provided by the fact that 

neither a pilot nor passengers will be carried in the aircraft and by the size and speed of the aircraft.

14 C.F.R. §91.119: Minimum Safe Altitudes.

Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119 (d) allows helicopters 

to be operated at less than the minimums prescribed, provided the person operating the helicopter complies 

with any route or altitudes prescribed for helicopters by the FAA. As this exemption is for a sUAS that is a 

helicopter and the exemption requests authority to operate at altitudes up to 400 AGL, or not more than 200 

above an elevated platform from which filming is planned, an exemption may be needed to allow such 

operations. As set forth herein, the sUAS will never operate at higher than 400 AGL with the exception that 

in circumstances where the sUAS is used to survey or photograph a structure whose height exceeds 400 

feet AGL, the sUAS will not be operated more than 100' above the highest point on the structure. It will 

however be operated in a restricted area with security perimeter, where buildings and people will not be 

exposed to operations without their preobtained consent. The equivalent level of safety will be achieved 

given the size, weight, speed of the sUAS as well as the location where it is operated. No flight will be 

taken without the permission of the property owner or local officials. Because of the advance notice to the 

property owner and participants in the filming activity, all affected individuals will be aware of the planned 

flight operations. Compared to flight operations with aircraft or rotorcraft weighting far more than the 

maximum 55lbs. proposed herein and the lack of flammable fuel, any risk associated with these operations 

is far less than those presently presented with conventional aircraft operating at or below 500 AGL. In 

addition, the low-altitude operations of the sUAS will ensure separation between these

small- UAS operations and the operations of conventional aircraft that must comply with Section 91.119.

14 C.F.R. §91.121 Altimeter Settings.

This regulation requires each person operating an aircraft to maintain cruising altitude by reference to an

altimeter that is set “...to the elevation of the departure airport or an appropriate altimeter setting available

before departure.” As the sUAS may not have a barometric altimeter, but instead a GPS altitude read out, 

an exemption may be needed. An equivalent level of safety will be achieved by the operator, pursuant to 
U.S. Department of Transportation 

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the safety check list and live flight data monitoring, confirming the altitude of the launch site shown on the 

GPS altitude indicator before flight.

14 C.F.R. § 91.151(a): Fuel Requirements for Flight in VFR Conditions

Section 91.151 (a) prohibits an individual from beginning “a flight in an airplane under VFR conditions 

unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of 

intended landing, and, assuming normal cruising speed – (1) During the day, to fly after that for at least 30 

minutes; or (2) At night, to fly after that for at least 45 minutes.” The battery powering the sUAS provides 

approximately 25 minutes of powered flight. To meet the 25 minute reserve requirement in 14 CFR 

§91.151, sUAS flights would be limited to approximately 10 minutes in length. Given the limitations on the 

sUAS’s proposed flight area and the location of its proposed operations within a predetermined area, a 

longer time frame for flight in daylight or twilight VFR conditions is reasonable. Applicant believes that an 

exemption from 14 CFR §91.151(a) falls within the scope of prior exemptions. Operating the small UAS, 

in a tightly controlled area where only people and property owners or official representatives who have 

signed waivers will be allowed, with less than 30 minutes of reserve fuel, does not engender the type of 

risks that Section 91.151(a) was intended to alleviate given the size and speed of the small UAS. 

Additionally, limiting sUAS flights to 10 minutes would greatly reduce the utility for which the exemption 

will be granted. Applicant believes that an equivalent level of safety can be achieved by limiting flights to 

25 minutes or 25% of battery power— whichever happens first. This restriction would be more than 

adequate to return the sUAS to its planned landing zone from anywhere in its limited operating area.

14 C.F.R. §91.203 (a) and (b): Carrying Civil Aircraft Certification and Registration

The regulation provides in pertinent part:

(a) Except as provided in § 91.715, no person may operate a civil aircraft unless it has 

within it the following:

(1) An appropriate and current airworthiness certificate. . . .

(b) No person may operate a civil aircraft unless the airworthiness certificate required by 

paragraph (a) of this section or a special flight authorization issued under §91.715 is 

displayed at the cabin or cockpit entrance so that it is legible to passengers or crew.

The sUAS fully loaded weighs no more than 55 lbs. and is operated without an onboard pilot. As such, 

there is no ability or place to carry certification and registration documents or to display them on the sUAS.

An equivalent level of safety will be achieved by keeping these documents at the ground control point 

where the pilot flying the sUAS will have immediate access to them, to the extent they are applicable to the 

sUAS.

14 C.F.R. §91.405 (a); 407 (a) (1); 409 (a) (2); 417(a) & (b): Maintenance Inspections.

These regulations require that an aircraft operator or owner “shall have that aircraft inspected as prescribed 

in subpart E of this part and shall between required inspections, except as provided in paragraph (c) of this 

section, have discrepancies repaired as prescribed in part 43 of this chapter...,” and others shall inspect or 

maintain the aircraft in compliance with Part 43. Given that these section and Part 43 apply only to aircraft 

with an airworthiness certificate, these sections will not apply to the applicant. Maintenance will be 

accomplished by the operator pursuant to the flight manual and operating handbook. An equivalent level of 

safety will be achieved because these small UASs are very limited in size and will carry a small payload 

and operate only in restricted areas for limited periods of time. If mechanical issues arise the sUAS can 

land immediately and will be operating from no higher than 400 feet AGL. The operator will ensure that 

the sUAS is in working order prior to initiating flight, perform required maintenance, and keep a log of any 

maintenance performed. Moreover, the operator is the person most familiar with the aircraft and best suited 

to maintain the aircraft in an airworthy condition to provide the equivalent level of safety. 

An equivalent level of safety will be achieved because maintenance and inspections will be performed in 

accordance with the sUAS Manufacturer's Manual, as referenced in the Aircraft Operations Manual 

(AOM). As provided in the FOM, the operator will ensure that the sUAS is in working order prior to 

initiating flight and perform required maintenance needed.
U.S. Department of Transportation 

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sUAS Information

sUAS’s to be used are as follows but not limited to providing they are within the scope of the exemption 

granted by the FAA:

DJI Phantom 2

• Supported Battery –DJI 5200mAH LiPo Battery

• Battery Weight: 1000g (2.2lbs)

• Hover Accuracy (RTF): Vertical: .8m; Horizontal: 2.5m

• Max Yaw Angular Velocity -2000/s 

• Max Tilt Angel -350

• Max Ascent Speed –6m/s 

• Max Descent Speed –2m/s 

• Max Flight Speed –15m/s (NOT RECOMMENDED)

a. DJI Gimbal

• Working Current –Static: 750mA; Dynamic: 900mA

• Control Accuracy -±0.030

• Controllable Range –Pitch: -900 -00

• Maximum Angular Speed –Pitch: 900/s

b. GoPro Hero 4 Camera

• Operating Temperature Range -320F -1040F (00C -400C) 

• Effective Pixels –12MP

• Resolution – 3840x2160

• HD Video Recording –4K

•

c. DJI Transmitter 

• Operating Frequency – 2.4GHz ISM

• Communication Distance (unobstructed) –FCC Compliance: 800m 

• Receiver Sensitivity (1%PER) --97dBm 

• Transmitter Power –FCC Compliance: 100mW 1.1.4.5 Working Voltage –120mA@3.7V

Conclusion

The use of sUAS’s provide many benefits to the general public, such as: decreased noise pollution when 

near the public, Decreased air traffic congestion at airports and provides a more affordable and reasonable 

alternative to current options available to the consumer. As for safety, Small Unmanned Aerial Systems do 

not carry people or property so it provides less of a chance of injury in the case of an accident and because 

of the size and weight of manned aircraft the ground casualties can be far less or nonexistent in the case of 

a downed sUAS vs a manned aircraft. 

Thank you for the consideration of these exemptions. 

Sincerely,

Paul M. Slupski